X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Wed, 03 Dec 2008 21:19:41 -0500 Message-ID: X-Original-Return-Path: Received: from mail03.syd.optusnet.com.au ([211.29.132.184] verified) by logan.com (CommuniGate Pro SMTP 5.2.10) with ESMTPS id 3327938 for lml@lancaironline.net; Tue, 02 Dec 2008 22:17:30 -0500 Received-SPF: pass receiver=logan.com; client-ip=211.29.132.184; envelope-from=fredmoreno@optusnet.com.au Received: from Razzle ([202.139.5.198]) (authenticated sender fredmoreno) by mail03.syd.optusnet.com.au (8.13.1/8.13.1) with ESMTP id mB33GUqY026762 for ; Wed, 3 Dec 2008 14:16:40 +1100 From: "Fred Moreno" X-Original-To: "Lancair Mail" Subject: Prop comparison: old MT vs new Hartzell IO-550 Lancair IV X-Original-Date: Wed, 3 Dec 2008 12:16:18 +0900 X-Original-Message-ID: <5064FD61FA0341C8B8E425551BF7C2B7@Razzle> MIME-Version: 1.0 Content-Type: multipart/related; boundary="----=_NextPart_000_0062_01C95540.F96C1DD0" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.6838 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.5579 Thread-Index: AclU9YIt38nEGrV9TqKbrBigX6z2qQ== Importance: Normal This is a multi-part message in MIME format. ------=_NextPart_000_0062_01C95540.F96C1DD0 Content-Type: multipart/alternative; boundary="----=_NextPart_001_0063_01C95540.F96C1DD0" ------=_NextPart_001_0063_01C95540.F96C1DD0 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable Caution: this is NOT a heads up comparison of the latest in prop = technology. =20 Background: I originally flew with a 12 year old MT three blade 80 inch = prop intended for the EngineAir V-8 and lower altitude cruise. It was = optimized for lower RPM, lower altitude, and more horsepower, hence the larger diameter. I retired it due to sensitivity to rock damage, a continuing hazard here in Australia. =20 I replaced the old MT with the latest Hartzell 3-blade scimitar prop available through Lancair. It is 78 inches in diameter, has very thin = blade tips, and the blade tips are swept back roughly 30 degrees. These = changes would be expected to reduce Mach effects at high RPM and cruise speeds. They do. =20 =20 Notes on data: The MT test was done in August, 8500 feet, DALT 9280 = ISA+13, 50F LOP, wide open throttle, 22.7 to 22.9 in Hg, cowl flaps closed.=20 =20 The Hartzell test was done in December, 8500 feet, DALT 10,500, 50F LOP, wide open throttle, 22.3 to 22.6 in Hg, cowl flaps closed. =20 Engine data via Electronics International MVP-50. Flight data via = Chelton EFIS. TAS has been carefully calibrated with an uncertainty of plus or minus 2 knots, probably better than plus or minus 1 knot. Autopilot = held altitude and heading. I did not record weight with the MT test, but = with the Hartzell the new empty weight with heavier prop and interior = completed is 1987 lbs. For the flight test I added 400 pounds of pork, 75 gallons = of fuel, and perhaps 10 pounds of oil bottles, tow bar, charts and rubble = in the airplane for a total of 2836 pounds departure weight. =20 =20 The comparison is shown below. Measurement resolution is one knot on = the Chelton. =20 =20 The benefits of the Hartzel prop show most clearly at higher RPM as expected. The larger diameter MT actually went slower when operated = well past its optimal speed. =20 =20 For bragging purposes, I cranked the RPM all the way up (2680, actually) = and set the mixture at best power. Result was 248 knots at the same flight conditions as above burning 17.6 GPH. The MVP 50 showed 76% power, but accuracy of that number is unknown and probably a bit suspect. Result = is 14.1 nautical miles per gallon. =20 Economy cruise would be 2300 RPM, 50F LOP (61% power according to the = MVP 50) and yielded 232 knots at 12.2 gallons per hour. Result is 19.0 nautical miles per gallon. =20 For laughs, I calculated the simple flat plate area for several of the cruise conditions, still assuming 85% prop efficiency (a guess), 15.6 HP/gallon per hour (apropriate for 10:1 pistons and LOP according to = GAMI) and I got 1.91 square feet, about a 10% improvement on the stock Lancair = IV as reported by Martin Hollman. The cost: perhaps 1000 hours of = additional work for drag reduction, primarily ahead of the firewall. =20 =20 If any are interested, I used a prop spinner mounting method that hides = all the screws with the new MT prop with Lancair spinner. Must be worth at least 0.003 extra knots! Looks nice and slick. If you are a fanatic, = let me know and I will publish some instructions as "builders tips." =20 Fanatic Fred ------=_NextPart_001_0063_01C95540.F96C1DD0 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable Message
Caution: this = is NOT a=20 heads up comparison of the latest in prop technology.  =
 
Background: I = originally=20 flew with a 12 year old MT three blade 80 inch prop intended for the = EngineAir=20 V-8 and lower altitude cruise.  It was optimized for lower RPM, = lower=20 altitude, and more horsepower, hence the larger diameter.  I = retired it due=20 to sensitivity to rock damage, a continuing hazard here in=20 Australia.
 
I replaced the = old MT with=20 the latest Hartzell 3-blade scimitar prop available through = Lancair.  It is=20 78 inches in diameter, has very thin blade tips, and the blade tips are = swept=20 back roughly 30 degrees.  These changes would be expected to reduce = Mach=20 effects at high RPM and cruise speeds.  They do.  =
 
Notes on data: = The MT test=20 was done in August, 8500 feet, DALT 9280 ISA+13, 50F LOP, wide open = throttle,=20 22.7 to 22.9 in Hg, cowl flaps = closed.=20
 
The Hartzell test was done in December, 8500 = feet, DALT=20 10,500, 50F LOP, wide open throttle, 22.3 to 22.6 in Hg, cowl flaps=20 closed.
 
Engine data via = Electronics=20 International MVP-50.  Flight data via Chelton EFIS.  TAS has = been=20 carefully calibrated with an uncertainty of plus or minus 2 knots, = probably=20 better than plus or minus 1 knot.  Autopilot held altitude and=20 heading.  I did not record weight with the MT test, but with the = Hartzell=20 the new empty weight with heavier prop and interior completed is = 1987=20 lbs.  For the flight test I added 400 pounds of pork, 75 = gallons of=20 fuel, and perhaps 10 pounds of oil bottles, tow bar, charts and rubble = in the=20 airplane for a total of 2836 pounds departure weight.  =20
 
The comparison = is shown=20 below.  Measurement resolution is one knot on the=20 Chelton.
 
 
The benefits of the Hartzel prop show most = clearly at=20 higher RPM as expected.  The larger diameter MT actually went = slower when=20 operated well past its optimal speed. 
 
For bragging purposes, I cranked the RPM all = the way up=20 (2680, actually) and set the mixture at best power.  Result was 248 = knots=20 at the same flight conditions as above burning 17.6 GPH.  The MVP = 50 =20 showed 76% power, but accuracy of that number is unknown and probably a = bit=20 suspect.  Result is 14.1  nautical miles per=20 gallon.
 
Economy cruise would be 2300 RPM, 50F LOP (61% = power=20 according to the MVP 50) and yielded 232 knots at 12.2 gallons per=20 hour.    Result is 19.0 nautical miles per=20 gallon.
 
For laughs, I calculated the simple flat plate = area for=20 several of the cruise conditions, still assuming 85% prop efficiency (a = guess),=20 15.6 HP/gallon per hour (apropriate for 10:1 pistons and LOP according = to=20 GAMI) and I got 1.91 square feet, about a 10% improvement on the = stock=20 Lancair IV as reported by Martin Hollman.  The cost: perhaps 1000 = hours of=20 additional work for drag reduction, primarily ahead of the = firewall. =20
 
If any are interested, I used a prop spinner = mounting=20 method that hides all the screws with the new MT prop with Lancair=20 spinner.  Must be worth at least 0.003 extra knots!  Looks = nice and=20 slick.  If you are a fanatic, let me know and I will publish some=20 instructions as "builders tips."
 
Fanatic = Fred
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